Automatic oiler for journal boxes



July 22, 1969 E. GARNER 3,456,758

' I AUTOMATIC OILER FOR JOURNAL BOXES Filed June 10, 19 66 4Sheets-Sheet 1 Baez-rue. "i

BY wazm v ATTORNEYS y 1969 E. GARNER 3,456,758

AUTOMATIC OILER FOR JOURNAL BOXES Filed Jx ine 10, '1966 4 SheetsSheet 2I INVENTOR 4 2M572 mewe/z ATTORNEYS July 22, 1969 E. GARNER 3,456,758

AUTOMATIC OILER FOR JOURNAL BOXES Filed June 10, 1966 4 Sheets-Sheet 5mvmon 177/1152 flag/05a 7 ATTORNEYS E. GARNER 3,456,758

AUTOMATIC OILER FOR JOURNAL BOXES 4 Sheets-Sheet 4 July 22, 1969 FiledJune 10, 1966 3,456,758 AUTOMATIC OILER FOR JOURNAL BOXES Elmer Garner,McLean, Va., assignor to Richmond, Fredericksburg and Potomac RailroadCompany, Richmond, Va., a corporation of Virginia Filed June 10, 1966,Ser. No. 556,725 Int. Cl. F16n 1/00; B61f 17/26 U.S. Cl. 184-2 15 ClaimsABSTRACT OF THE DISCLOSURE Apparatus for automatically oiling railwaycar journal boxes as the car moves along a track wherein the apparatusincludes a plurality of switches mounted adjacent to the track andresponsive successively to the engagement of the wheel of the carassociated with the journal box to initially raise an oiling head from aposition adjacent to the ground to a position adjacent to the journalbox and to operate an oil injector valve for injecting oil into thejournal box as it passes by. The last switch open engagement by thewheel of the car acts to cause the return of the oiling head to theground position, while at the same time closing the oil injector valveso as to prevent further passage of the oil therethrough.

This invention relates to apparatus for automatically oiling railway carjournal boxes as the car moves along a track and, in particular but notexclusively, the invention relates to apparatus for automaticallyoperating an oil injector valve for injecting oil into .a journal box asit passes by, where a plurality of switches are mounted adjacent thetrack and are successively responsive to the engagement of the wheel ofthe car associated with the journal box to provide the automatic openingand closing of the oil supply to the oil injector valve.

Also, this invention relates to apparatus for preventing damage to theoiling apparatus whenever the apparatus is struck by an obstructionprojecting from the railway car.

It is well known that journals of railway cars must be regularly oiledto avoid serious damage. If this is not done, they can run hot, causingwhat is commonly referred to as a hot box, which in turn can result in aserious accident.

Thus, it is a primary purpose of this invention to prowide improvedapparatus for automatically oiling a journ-al box.

Further, it is another purpose of this invention to provide improvedapparatus for automatically oiling a journal box by providing aplurality of switches mounted along and adjacent the track where theswitches are successively engaged by the Wheel of the railway car tocause the opening and closing of the oil supply for the automatic oiler.

It is another purpose of this invention to provide means for preventingdamage to apparatus for automatically oiling a journal box, where pivotmeans are provided to allow the automatic oiling device to pivot awayfrom the obstructions extending from passing railway cars which strikethe oiling device.

Other objects and advantages of this invention will become apparent uponreading the appended claims in conjunction with the following detaileddescription and the attached drawings, in which:

FIGURE 1 is a top view showing a journal box and wheel in position toreceive oil from the automatic oiler;

FIGURE 2 is a side view of the equipment illustrated in FIGURE 1;

FIGURE 3 is a side view showing the detailed con- United States Patentstruction of an illustrative embodiment of the automatic oiler;

FIGURE 4 is an end view of the illustrative embodiment shown in FIGURE3;

FIGURE 5 is a top view of the illustrative embodiment shown in FIGURE 3;and

FIGURE 6 is an illustrative schematic diagram of the electricalcircuitry employed in the invention.

Referring to FIGURES 1 and 2, there is shown a wheel 10 of a railway car(not shown), the wheel moving in the direction of the arrow. A detector12 senses the journal boxes 14 needing oil after certain preliminarysteps have been accomplished. For instance, in some applications,inspectors determine which of the journal boxes require oiling, theseinspectors being located at a point uptrack or prior to the automaticoiling device. If the journal box does not require oil the cover lid forthe journal box is closed by the inspector. However, those journal boxesrequiring oil will have the cover lid left open by the inspector. Thedetector 12 senses which lids are open.

Electric switch 16 which is mounted adjacent to the track 18 is actuatedin response to the engagement thereof by the wheel 10 of the railway carafter the car passes the detector 12. If the detector 12 has sensed thatthe journal box requires oil, this will condition the circuitrycontrolled by switch 16 so that an air solenoid valve 20 may beenergized, the purpose of which will be described in detail hereinafter.

Referring to FIGURES 3, 4 and 5, there is shown respectively the side,end and top vieys of an illustrative embodiment of an automatic journaloiler. The automatic oiler includes an oiling head assembly generallyindicated at 22. Assembly 22 includes swivel means comprising a bottomor base plate 24, a top plate 26, and a rotatable bearing assembly 28.The top plate has an extension or projection 30 from one side thereofwhich engages the passing journal box in a manner to be describedhereinafter and thereby causes the oiling head assembly to swing orswivel with the journal box as the journal box passes by the automaticoiler.

The oiling head 22 also includes a bracket 32 which is mounted upon thetop plate 26 and an oiling nozzle 34 which is attached to the bracket 32by appropriate means such as shown in FIGURE 4. The nozzle is connectedto an oil injector valve or solenoid 3 6 by flexible oil hose 38. Theinput side of the oil injector valve 36 is connected to an appropriatesource of oil under pressure through tubing 40. Oil injection valve 36is electrically energized in response to the engagement of switch 40 byWheel 10, see FIGURE 1.

Air solenoid valve 20 is connected to a suitable source (not shown) ofair under pressure through tubing 42 as shown in FIGURE 3. When valve 20is electrically energized by the engagement of switch 16 by the wheel10, air is supplied to cylinder and piston assembly 44 through flexibleair hose 46 and air valve 47. The assembly 44 com prises a verticallydisposed cylinder 48 and a piston and rod assembly 50 which isreciprocally mounted within the cylinder 48. The bottom plate 24 of theoiling head assembly 22 is connected to the top of the piston and rodassembly or piston means 50. When the solenoid valve 20 is energized,the piston and rod assembly is raised away from the cylinder 48 (asshown in FIGURE 2) together with the oiling head assembly 22 therebypositioning the oiling head assembly adjacent to the journal box as itpasses by the automatic oiler. In order to quickly position the oilinghead assembly adjacent the journal box, the air is exhausted from thetop of cylinder 48 through a quick release valve 52 connected toflexible air hose 54 at the same time' that air is supplied to air valve47 through air hose 46. Cylinders 49 and 51 and rods 43 and 55 areprovided to stabilize the pistonand rod assembly 50 when it is in itsraised position. The rods 53 and 55 are reciprocally mounted incylinders 49 and 51 respectively and they are both attached to bottomplate 24 so that when piston and rod assembly 50 is raised the rods 53and 55 are also in their raised position as shown in FIGURE 2.

The cylinder 48 is mounted onto a bracket 56 by further brackets 58 and60. The bracket 56 is pivotally mounted onto housing or support member62 by pivot bolt '64, thereby providing means for preventing damage tothe oiling head whenever it is struck by a projection or obstructionextending from a railway car as it passes the oiler. After theobstruction passes by, the oiling head 22 is returned to its normalposition by a spring 66, which is connected at one end to the housing 62and at the other end to the cylinder and piston assembly 44. Since thejournal box will not be oiled whenever an obstruction strikes the oilinghead, means are provided to actuate an alarm indicating this fact to anoperator. The alarm actuating means include a normally open switch 68which is held in this position by the arm 70 which is pivotally mountedto the housing 6-2 at point 72, see FIGURE 4. The other end of arm 70rests on or is supported by a bracket 74 which is connected to thepiston and cylinder assembly 44. Thus when the obstruction pivots thecylinder and piston assembly 44 about the pivot bolt 64 past apredetermined point determined by the width of the bracket 74, therestraining influence on switch 68 is removed because the bracket 74moves sideways permitting the arm 70 to fall about its pivot point 72and release switch 68 thereby energizing the aforementioned alarmcircuit and cutting off the supply of oil and lowering the raised oilhead assembly.

Reference should now be made to FIGURE 6 which shows a schematic diagramof the electrical circuitry employed in the automatic journal box oilerof this invention. Wires100 and 102 are connected to opposite sides of amain power supply 101, which typically is 115 volts, 60 cycles. Relay104 is connected to a signal source 103 which is energized when thetrain is being humped. The automatic oiler operates only when this humpsignal is present. Relay 104 controls normally closed switch 106 andnormally open switch 110. Switch 106 is connected in series with a floatswitch 108 and a solenoid 111 which controls the supply of oil to a mainoil tank (not shown) which is connected to tube 40 (see FIGURE 3) tosupply oil to oil nozzle 34 through valve 36 when needed. Switch 108prevents further oil from being supplied to the main tank when the levelof the oil in the main tank reaches a predetermined level.

Switch 110 is connected in series with switch 68 which is actuatedwhenever the piston and cylinder assembly 44 is struck by an obstructionprojecting from a railway car, this being described in relation toFIGURES 3 to 5. The switch 68 is shown in its normal position. Terminal112 of switch 68 is connected to an alarm device 115, which is actuatedfrom the main supply 101 when switch 68 is transferred to terminal 112and switch 110 is closed.

Switch 68 is connected in series with detector switch 13 over line 114.As already stated with respect to FIG- URE 1, switch 13 is closedwhenever a journal box requires oiling. Relay 116 is connected in serieswith switch 13 over line 118 and is energized by the closure of switch13, the energization circuit including lines 1100, 120, 122, relay 116,line 118 switch 13, line 114, switch 68, switch 110 and line 102. Relay116 controls switches 124, 12-6 and 128, all of which are normally open.'Before any of the functions of the automatic oiler can be formed, it isnecessary that relay 116 be energized, which in turn depends on detector12 sensing a journal box requiring oil.

Line 130 is connected to line 1 14 and switch 132 which is controlled bya timer relay 134. The timer relay is of thetype which automaticallycloses switch 132 upon energization thereof. However, a predeterminedtime interval must elapse before switch 132 is released or opened afterthe deenergization of relay 134. This type of time delay relay is wellknown to those having ordinary skill in this art. Normally open switch132 is connected in series with normally closed switch 136 which isopened in response to engagement thereof by the wheel 10 of the railwaycar. See FIGURE 1, which shows switch 136 mounted adjacent to the track18 and down track from the switches 16 and 40. Switch 136 turns theautomatic oiler oit upon engagement thereof in a manner which will bedescribed in more detail hereinafter. Switch 136 is connected in serieswith switches 124 and 126 over line 138.

Switch 124 applies a holding current to maintain the energization ofrelay 116 when switch 13 opens after disengagement by wheel 10. Switch126, when closed, applies conditioning current over line 140 to theremaining circuitry. This conditioning current flows only after theswitches 16 and 48 have been actuated by engagement by the wheel 10.

Switch 128 is connected to line 114 via line 142. This switch, whenclosed, applies energizing current to air solenoid 20 and oil solenoid36 over line 144 when the respective switches 146 and 148 are closed.The closure of switch 146 depends upon the engagement of switch 16 bythe wheel 10 of the railway car. Switch 16 is connected to line 140 vialines 147, 149 and 150. Switch 16 is connected to one side of railway152 by line 154. The other side of relay 152 is returned to the mainpower line by lines 156 and 120. Relay .152 controls normally closedswitch 158 and normally open switches 160 and 146. The energization ofrelay 152 causes switch 146 to close and energize solenoid 20 therebyraising the oil head assembly 22 to a position adjacent the journal box,as described hereinbefore with respect to FIGURES 3 through 5.

The closure of switch 160 energizes a holding circuit for relay 152 tomaintain the energization thereof when switch :16 opens after wheel 10disengages switch 16. The holding circuit includes line 102, switch 110,switch 68, line 114, line 130, switches 132, 136, line 138, switch 126,lines 140, 150 and 149, switch 160, line :162, relay 152, line 156, lineand line 100. Switch 132 is closed at this time as will be apparent fromthe description hereinafter.

Relay 164 is energized when switch 40 is closed in response to theengagement thereof by wheel 10 of the railway car. Switch 40 isconnected to line by line 166 and is connected to one input terminal ofrelay 164 by line 168. Thus, when switch 40 closes, energizing currentfor relay 1164 is applied from line 140 through line 166, switch 40,line 168, through relay 164, line 170, and then to line 100 through line120. The relay 164 controls normally open switches 172 and 148. Whenrelay 164 is energized, switch :148 closes thereby energizing oilsolenoid 36 from line 144 to line 120. Switch 172, upon closure, closesa holding circuit for relay 164. The holding circuit includes line 140,switch 172, line 174, relay 164 and line 170. Thus the oil solenoid 36is maintained in its energized condition even though the switch 40 isreleased after disengagement with the Wheel 10 of the railway car.

Referring to FIGURE 1, it will be noted that it is possible for thewheel 10 to stop between switches 40 and 136. If this happens, switch136 is not energized and therefore the automatic oiling device is notturned off. Hence oil would continue to squirt out of oil nozzle 34 ifnot measures were taken to prevent this possibility. However, timerrelay 134 is provided for this purpose. One terminal of this timer isconnected to switch 158 via line 176 and the other terminal of thistimer is connected to line 120 via line 178. The operation of relay timewill become apparent from the following description of the invention.

Having now described the various elements comprising this invention, theoperation thereof will now be described. Referring to FIGURE 1, it willbe assumed that the wheel is not in the position shown but rather to theleft of the detector 12 initially and moving to the right. At this timepower will be supplied from source 101 to lines 100 and 102. Also thehump signal source 103 is active and energizes relay 104, therebyopening switch 106 and closing switch 110. This is the condition of thecircuitry shown in FIGURE 6 before the wheel 10 passes in front of thedetector 12.

If the journal box associated with wheel 10 requires oiling, switch 13will be closed in the manner hereinbefore described. When switch 13closes, relay 116 is energized thereby closing switches 124 through 128.Also, at the instant switches 124 and 126 close, current is applied fromline 118 through line 119, switches 124 and 126, lines 140 and 150,switch 158, line 176 through relay 134, and lines 178 and 120 to line100, thereby energiz ing timer relay 134. The energization of relay 134closes switch 132 thereby energizing the holding circuit for relay 116which is completed from line 114 through line 130, switch 132, switch136, line 138, switch 124, line 119, relay 116, line 122 to line 120.Thus, as the wheel 10 moves along the track 18 to the right, the relay116 remains energized as the journal box moves away from the detector 12even though switch 13 opens.

The switch 16 is next actuated as the wheel 10 moves along the trackthereby causing pressurizing air to be supplied to the bottom ofcylinder 48 (which, of course, results in the raising of oiling headassembly 22 to a position adjacent the journal box to be oiled) becauseof the energization of air solenoid 20. This happens in the followingmanner. When switch 16 closes in response to the engagement thereof bywheel 10, relay 152 is energized through the following path: line 102,switch 110, switch 68, line 114, line 130, switch 132 (which has beenclosed by the energization of relay 134), switch 136, line 138, switch126, lines 140, 150, 149 and 147, switch 16, line 154, relay 152, line156, line 120, line 100. The energization of relay 152 closes switch 160thereby providing holding current to relay 152 which starts from line140 and goes through lines 150, 149, switch 160, line 162 through relay152 to line 156 and back to the opposite side of the main power supply101. Switch 146 also closes thereby energizing air solenoid 120 to raisethe oil head assembly 22.

Switch 158 opens, upon energization of relay 152, thereby removing thede-energizing circuit from relay 134. However, switch 132 is notimmediately released or opened. Rather the opening of switch 132 occursafter a predetermined time interval, as established by timer relay 134,elapses. This predetermined time interval is established to ensure thatno oil is wasted whenever the wheel 10 happens to stop between theswitch 40 which initiates the injection of oil and the switch 136 whichcuts off the flow of oil to nozzle 34. Thus switch 132 will open apredetermined period of time after the oil head assembly 22 is raisedinto position thereby cutting off the flow of oil and lowering the oilhead assembly, as will be explained in more detail hereinafter.

After the wheel passes switch 16, the oil head assembly 22 is at theproper height to inject oil into the journal box. As the journal boxpasses the oil head assembly in this raised position, it engagesextension 30 (see FIG- URES 1 and 5) so that the oil injection nozzle 34is swung or swiveled about on the bearing 28 as the journal box openingpasses by. As soon at the nozzle is positioned in front of the journalbox, the switch 40 is engaged by the wheel 10 thereby supplying oilthrough the solenoid valves 36 to the nozzle 34. Referring to FIG- URE6, the actuation of switch 40 results in the flow of oil through nozzle34 in the following manner. With switch 40 closed, relay 164 isenergized from line 102, switches 110 and 68, lines 114 and 130,switches 132 and 136, line 138, switch 126, lines 140 and 166, switch40, line 168, relay 164, lines 170 and 120, back to line 100.

The relay 164 is held in its energized position by the closure of switch172 which supplies current from line through line 174 through relay 164and line to return line 120. With the closure of switch 148 oil solenoid36 is energized from lines 114 and 142, switch 128, line 144, switch148, solenoid 36 and back through line 120. As stated above, oil willcontinue to be squirted from nozzle 34 until the wheel 10 engages switch136. At this time the journal box will have moved past the projection 30allowing the oil head assembly 22 to return to its normal position shownin FIGURE 5. The return to this normal position is accomplished byspring 31 which is attached at one end to the projection 30 and at theother end to a projection 33 which extends from the non-rotating bottomplate 24, see FIGURE 2.

When switch 136 is actuated in response to the engagement thereof bywheel 10, it opens the holding circuit for relay 116 thereby releasingswitches 120 through 128. The release of switch 126 opens the holdingcircuits for relays 152 and 164. The release of switches 146 and 148de-energizes solenoids 20 and 36, respectively, thereby resulting in (l)the lowering of the oil head assembly 22 to a point near the groundwhich is clear of any obstructions which may be projecting from thepassing railway car and (2) the closing of the oil supply to oilinjection nozzle 34.

Since switch 132 is in series circuit with switch 136, the opening ofswitch 132, after the predetermined time interval established by timerrelay 134 has elapsed, will cause the same effect as the opening ofswitch 136. Thus, as stated before, the waste of oil which results whenthe wheel 10 stops between switches 40 and 136 is eliminated.

Whenever switches 132 or 136 are opened, the air solenoid valve 20 isclosed in the manner described above. With valve 20 in the closedposition, air is supplied to the top of air cylinder 48 through flexibletubing 54 and air valve 52, and exhausted through quick-release valve 47at the bottom of the air cylinder. Thus, the piston and rod assembly 50is returned to its lower position within cylinder 48.

As stated hereinbefore, switch 68 actuates an alarm 115 and lowers theraised oiling head assembly 22 whenever the assembly 22 is struck by aprotuberance or obstruction extending from the railway car. When theoilmg head assembly is struck by an obstruction, switch 68 istransferred to terminal 112 thereby closing the alarm circuit andopening the holding circuit for relay 116, which results in theautomatic oiler being cut off in a manner similar to that described forthe opening of switches 132 or 136.

Broadly speaking, the invention comprises first switching means (switch40) for controlling oil injector valve 36 and causing oil to be injectedinto a journal box; second switching means (switch 136) mounteddowntrack from switch 40 for closing valve 36 in response to engagementby the wheel of the railway car; and third switching means (switch 16)mounted uptrack from switch 40 for raising oiling head assembly 22 froma position relatively near the ground to a position adjacent the journalboxes. The third switching means also performs the function ofinitiating a predetermined time interval where oil injection valve 20 isclosed if the switch 136 is not opened by the time the predeterminedtime interval elapses.

Also, the invention includes means (pivot bolt 64) for pivotallymounting the oiling head assembly 22 to prevent or lessen damage theretowhenever it is struck by an obstruction extending from a passing railwaycar.

' Numerous modifications of the invention will become apparent to one ofordinary skill in the art upon reading the foregoing disclosure. Duringsuch a reading, it will be evident that this invention has provided aunique equipment for accomplishing the objects and advantages hereinstated. Still other objects and advantages, and even furthermodifications will be apparent from this disclosure. It is to beunderstood, however, that the foregoing disclosure is to be consideredexemplary and not limitative, the scope of the invention being definedby the following claims.

What is claimed is:

1. In apparatus for oiling railway car journal boxes as the car movesalong a track:

means for injecting oil into said journal boxes, said means including anoiling head assembly and an electrically controllable oil injector valvemounted along side the track, operable to enable the injection of oil bysaid oiling head assembly into the journal boxes as the journal boxespass by;

first switching means mounted adjacent the track responsive to theengagement thereof by a wheel of the car for controlling said oilinjector valve and for enabling the injection of oil into the journalboxes;

second switching means mounted adjacent the track and downtrack fromsaid first switching means for closing said valve in response toengagement by a wheel of the car; and means operatively associated withsaid oil injecting means for raising and lowering a least said assemblyfrom a position relatively near the ground to a position adjacent saidjournal boxes as each of said boxes passes adjacent to said apparatus.2. Apparatus, as in claim 1, including: switching means responsive tosaid apparatus being struck by a protuberance or obstacle projectingfrom the side of the car to close said valve and energize an alarmindicating that a journal box has not been oiled. 3. In apparatus foroiling railway car journal boxes as the car moves along the track:

an electrically controllable oil injector valve mounted alonge side thetrack, operable to enable the injection of oil into the journal boxes asthe journal boxes P y;

first switching means mounted adjacent the track responsive to theengagement thereof by a wheel of the car for controlling said oilinjector valve and for enabling the injection of oil into the journalboxes;

second switching means mounted adjacent the track and downtrack fromsaid first switching means for closing said valve in response toengagement by a wheel of the car; an oiling head assembly connected tosaid oil injector valve and electrically controllable means for raisingsaid assembly from a position relatively near the ground to a positionadjacent said journal boxes;

third switching means mounted uptrack from said first switching meansresponsive to the engagement of a wheel of the car for actuating saidoiling head assembly raising means; and

controllable means for lowering said assembly from said raised positionto its original position near the ground, said controllable loweringmeans being actuated in response to the engagement of said secondswitching means by a wheel of the car, thereby removing said assemblyfrom protuberances which may be projecting from the side of said railwaycar.

4. Apparatus, as in claim 3, including:

detecting means for sensing a journal box requiring oil; and

fourth switching means responsive to said detecting means for preventingthe actuation of said controllable oil injector valve by said firstswitching means until said fourth switching means is actuated by saiddetecting means.

5. Apparatus, as in claim 4, including-switching means responsive to thepresence of railway cars on the hump of a railroad yard moving in apredetermined speed range for conditioning the operation of the first,second, third and fourth switching means by connecting them to a powersupply.

6. Apparatus, as in claim 3, where said third switching means is incircuit with said controllable means to initiate a predetermined timeinterval upon engagement by said wheel where said oil injection valve isclosed if said second switching means is not engaged by said wheelbefore said predetermined time interval elapses.

7. Apparatus as in claim 6 where said controllable means for loweringsaid oiling head assembly to its original position near the ground isalso in circuit to be actuated when said predetermined time intervalelapses before said second switching means is engaged by a wheel of thecar.

8. Apparatus for oiling railway car journal boxes as the car moves alonga track, said apparatus comprising:

a support member;

vertically disposed cylinder means pivotally mounted to said supportmember;

piston means reciprocally mounted in said cylinder means and extendingfrom the upper ends thereof;

swivel means supported by said piston means at the upward end of thepiston means;

a nozzle supported at one end thereof by said swivel means, said swivelmeans providing swinging movement of the nozzle in a substantiallyhorizontal plane;

means for pressurizing the cylinder between its lower end and said pison means for projecting the piston means and moving the swivel means andnozzle away from the cylinder and into a position adjacent to a journalbox to be oiled;

a horizontally projecting member extending from said swivel means forengaging a portion of said car as it moves along the track, therebyproviding said swinging movement of the nozzle;

electrically controllable means for supplying oil to said nozzle whilethe piston means is projected;

switching means for successively actuating said pressurizing means andsaid means for supplying oil after the piston means is extending inresponse to the engagement of said switching means by a wheel of saidcar; and

means for cutting off said oil supplying means whenever a protuberanceprojecting from the railway car causes said pivotally mounted cylinderto be pivoted beyond a predetermined point.

9. Apparatus as in claim 8 where said means for cutting off the oilsupply means includes:

switching means for removing energizing power from said electricallycontrollable oil supply means when actuated; and

a member in removable contact with said vertically disposed cylindermeans for holding said last-mentioned switching means in its unactuatedposition until said cylinder moves beyond a predetermined point.

10. Apparatus as in claim 9 and where said holding member rests at oneend thereof on a bracket connected to said cylinder and is pivotallyconnected to said housing means at the other end thereof, saidpredetermined point being determined by the width of said bracket.

11. Apparatus as in claim 8 including means for returning said pivotallymounted cylinder to its normal vertically disposed position after saidprotuberance passes by said cylinder.

12. Apparatus as in claim 11 where said returning means includes aspring attached to said cylinder and to said support member.

13. Apparatus as in claim 8 where said swivel means includes anon-rotatable base plate connected to the top of said piston means, arotatable bearing assembly attached to said base plate, and a top plateconnected to said bearing assembly for supporting said nozzle.

14. Apparatus as in claim 13 where said horizontal projecting memberextends from said top plate, said apparatus including a spring forreturning said swivel means to its initial position, said spring beingconnected between said projecting member and said base plate.

15. Apparatus as in claim 6 wherein said controllable means includes:

first relay means in circuit with said forth switching means and witheach of said means for raising said oiling head assembly and saidelectrically controllable oil injector valve; second relay means incircuit with said first relay means and said third switching meanswherein said second relay means is energized upon the successiveenergization of said first relay means and the closing of said thirdswitching means; and third relay means in circuit with said first andsecond relay means and with said first switching means wherein saidthird relay means is energized upon the successive energization of saidfirst relay means and the closing of said first switching means.

References Cited UNITED STATES PATENTS 10/1951 Rivers 1842 12/1953Fisher 184-2 8/1954 Fuehrer 184-2 10/ 1955 Gardner et a1 1842 6/1962Hall et a1. 1842 12/1963 Stanley 246-246 11/1964 Nelson 84-2 8/1965Bryant 184-2 9/1965 Klatchko 1842 9/1965 Amundson 184-2 HOUSTON H. BELL,111., Primary Examiner US. Cl. X.R.

